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W. V. TURNER. AUTOMATIC TRAIN CONTROL DEVICE. APPLICATION mzu MAR. 21. 1918.

Patent-ed Sept. 16, 1919.

2 SHEETSSHEET I.

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' *nrrnn s'nrrns PATENT onrrcn WALTER. V, TURNER, F W'ILKINSBUBG, PENNSYLVANIA, ASSIGNOR TO THE WEST- INGHOUSE AIR BRAKE COMPANY, OF WILMEBDING, PENNSYLVANIA, A CORPO- TION OF PENNSYLVANIA.

AUTOMATIC TRAIN-CONTROL DEVICE.

Specification of Letters'Patent.

Patented Sept. 16, 1219.

Application filed March 21, 1918. Serial No. 223312.

To all whom it may concern Be it known that I, WALTER V. TURNER, a citizen of. the United States, residing at "Wilkinsburg, inthe county of Allegheny and State of Pennsylvania, have invented newand useful Improvements in Automatic Train-Control Devices, of which the following is a specification.

This invention relates to automatic train control systems, and more (particularly toha as well as t e system in which the spec stopping of the train is controlled.

The principal object of my invention .18

"to provide an improved apparatus for a system of the above character.

In the accompanying drawings; Figure vice 1, a manually operated release valve device 2, an automatic brake valve 3, and a straight air brake valve 4:.

The speed control device 1 includes an application valve portion 5, a change speed valve portion 6, a centrifugal governor portion 7 a high speed magnet valve device 8, and a medium speed magnet valve device 9.

The application valve portion may comprise a piston 10 contained in piston chamber 11, a piston 12 of lesser area and contained in piston chamber 13 and connected to piston 10 by a stem 1d, and a slide valve 15, adapted to be operated by said pistons and contained in valve chamber 16.

The change speed valve portion may comprise a difl'erential piston having piston heads 17 and 18 contained in the respective piston chambers 19 and 20 and connected by a stem 21 for operating a slide valve 22 contained in valve chamber 23.

The centrifugal governor portion 7 may comprise governor balls 2d, operatlvely connected to a car axle so as to be rotated acpording to the speed of the vehicle and adapted to operate a tappet plate 25 against the resistance of a spring 26.

The movement of plate 25 in one direction is adapted to operate a low speed lap valve 27, a low speed application valve 28, a medium speed la valve29, a medium speed application va ve 30, a high speed lap valve 31, and a high-speed application valve 32, and movement of the plate 25 in the opposite direction is adapted to operate a medium speed release valve 33, and a high speed release valve 34:.

The high speed magnet valve device 8 may comprise a magnet 35 adapted to be controlled from a track circuit for operating a double beat valve comprising valves 36 and 37 and the medium speed magnet valve device 9 may comprise a magnet 38 adapted to be controlled from a track cir-' cuit for operating a double beat valve comprising valves 39 and 40.

The manually operated release valve 2 may comprise a casing containing a valve 41 adapted to be operated by a tappet 42 for venting fluid from pipe d3 past a ball check valve it to pipe 45.

y The automatic brake valve device 3 may comprise the usual casing having a valve chamber 4:6 containing rotary valve 47 adapted to be operated by handle 18 and the straight air brake valve 1 may comprise a casing'having a valve chamber 49 containing a rotary valve 50 adapted to be operated by handle 51.

The application of the brakes by operation or the speed control device is efi'ected by employing an equalizing discharge valve mechanism, and preferably, the equalizing discharge valve mechanism of the automatic brake valve is-utilized for that purpose.

Accordingly,- the equalizing discharge valve mechanism for the brake valve and for the speed control device 1 is shown in the drawing as embodied in the speed control device casing and comprises the usual piston 52 having chamber 53 at one side connected by passage 54 to a pipe 55 which is adapted to be connected to brake pipe 56 by manipulation of a cook 57. The chamber 53 at the opposite side of piston 52, is con nected by passage 59 and pipe 60 to an equalizing reservoir 61-.

A source of fluid under pressure, preterably the main reservoir 62 is connected by ltltl pipe 63 to a branched passage 64, which leads to the valve chambers 16 and 23, and a reduction reservoir 65 is connected by pipe 66 to a passage 67 which leads to the seat of slide valve 15.

In operation, fluid from the main reservoir 62 flows through passage 64 to valve chambers 16 and 23 and from valve chamber 16 through restricted port 68 in piston 10 to piston chamber 11 and with the application valve 15 in release position, as shown in Fig. 1 of the drawings, the main reservoir is connectedto the automatic brake valve 3 by way of valve chamber 16, port 69 in slide valve 15, passage 70, and pipe 71, leading to the rotary valve chamber 46, so that in the release position of the application valve, the automatic brake valve device 3 is supplied with fluid from the main reservoir for enabling the brakes to be controlled by manipulation of the brake valve in the usual manner.

Normally, fluid also flows to the equalizing reservoir 61 from the usual feed valve device 72 through passage 73 in brake valve 3, cavity .74, passage 75, cavity 76, passage 77, pipe 78, and passage 79 in the speed control device 1, through cavity 80 in slide valve 15 to passage 59.

When it is desired to limit the train speed to a predetermined low rate of speed, the track circuits (not shown) cause the deenergization of both the high and the medium speed magnets 35 and 38.

With the high speed magnet 35 deenergized, the valve 37 is closed and the valve 36 is opened, so that fluid is vented from piston chamber 20 through passage 81, passage 82, cavity 83 in slide valve 15, and passage 84 to exhaust port 85. The deenergization of the medium speed magnet 38 causes the valve 40 to be closed and valve 39 to be opened, so that fluid is vented from iston chamber 19 through passage 86, cav- 1ty 87 in slide valve 15, and passage 88 to exhaust port 89.

The outer faces of piston heads 17 and 18 being thus vented to the atmosphere, the main reservoir pressure in valve chamber 23, acting on the differential area of piston head 17, causes the movement of the change speed valve to low speed position, in which the'piston 17 seats, compressing the spring stop 90, as shown in Fig. 1 of the drawings.

This movement also causes the piston heads 17 and 18 to close the respective feed grooves 91 and 92.

If, with the change speed device set to low speed position, the speed of the train should increase or is-already above the low speed limit, the low speed lap valve 27 is first opened by the movement of the tappet plate 25, through the operation of the centrifugal governor'balls 24 and then when the predetermined low speed limit is reached, the slow speed application valve 28 is opened.

The opening of valve 28 operates to vent fluid from piston chamber 11 through branched passage 93, cavity 94 in change speed valve 22, and passage 95, to valve 28. The piston 10 is then operated by main reservoir pressure in valve chamber 16 to shift slide valve 15 to application position, as shown in Fig. 3 of the drawings. In this position, communication from the main reservoir through passage to the brake valve 3 is cut off, so that the automatic control of the brakes bythe speed control apparatus can not be interfered with by manipulation of the brake valve.

Piston chamber 11 is also connected to the exhaust port controlled by the low speed lap valve 27 in the application position of slide valve 15, through passage 93, cavity 96 in slide valve 15, passage 111, cavity 116 in slide valve 22, and passage 97 for a purpose which will be explained hereinafter.

The movement of slide valve 15 to application position cuts off passage 86, leading to piston chamber 19, from the exhaustport of magnet valve 39, but the exhaust connection is reestablished through a branch of passage 86, elongated cavity 98 in slide valve 22, port 99, passage 100, and elongated cavity 101 in slide valve 15, to exhaust port 102.

The cavity 101 is provided with port extensions, so that the atmospheric connection to the piston chamber 11 will be maintained when the slide valve 15 is moved back to lap position.

In the application position of slide valve 15, the equalizing reservoir 61 is vented to reduction reservoir 65 through passage 59, branched cavity 103 in slide valve 15, and passage 67, so that the pressure on the equalizing discharge valve piston 52 is reduced in the same manner as is accomplished by the operation of a brake valve. The discharge valve 105 is then actuated to effect a reduction in brake pipe pressure and an application of the brakes, as will be understood.

Fluid is vented to a reduction reservoir instead of directly to the atmosphere so as to limit the reduction in brake pipe pressure to a predetermined degree and to prevent unnecessary loss of fluid from the brake pipe in case of derangement of the speed control mechanism.

When the speed of the train has been reduced by applying the brakes to the low speed limit, the governor balls 24 operate to move the plate 25 so that low speed application valve 28 closes, but since the operating stem of the low speed lap valve 27 is longer than the stem of valve 28, the lap valve 27 still remains open. and since. as before stated, the piston chamber 11 is open to the exhaust by way of valve 27. the piston 10 remains in application position until the becomes speed of the train is further reduced below the low speed limit, when the lap valve 27 also closes, permitting equalization of fluid pressure from valve chamber 16 through port 68 to piston chamber 11. The spring stop 106 then shifts the piston 10 to lap position, as shown in Fig. 2 of thedrawings.

In the lap position of slide valve 15, passage 67 to the reduction reservoir is blanked, so that further reduction in pres sure in the equalizing reservoir is prevented,

if the same has not already equalized into the reduction reservoir.

' Equalizing reservoirpassage 59 vis now connected through cavity 103 with'passage 107, containing check valve 108 and leading to brake pipe passage 54:, so that the brake pipe pressure can equalize with the pressure in the equaling reservoir and thus force the equalizing piston 52 to close the discharge valve 105 in order to prevent further reduction in brake pipe pressure by the pos sible sticking of the piston in its open position.

The check valve 108 prevents back How from the equalizing reservoir to the brake pipe, in case the equalizing reservoir pressure should happen to be higher than the brake pipe pressure,

While the brakes might-be released automatically in the low speed setting as is the case in the medium and high speed settings, which will be described hereinafter, the release in the low setting is preferably made manually only, so that if the operator incapacitated for any reason, the brakes will remain applied and the train brought to a stop. This is not necessary in the medium and high speed settings, since where the higher speeds are permitted, the danger is of course not so imminent.

In order to release the brakes when the apparatus is set for low speed, the operator presses the tappet 42 so as to open valve 11 and thus vent fluid from ,piston chamber 13 through passage 109, passage'110 and pipe 43, past check valve 14', to pipe 45, and thence through the branched passage 88 to exhaust port 89 controlled by magnet valve 39. Since fluid is thus vented from piston chamber 13 at a faster rate than it can flow through feed groove 112, the fluid pressure in valve chamber 16 operates to shift the piston 12 torelease position, as shown in Fig. 1 of the drawings.

' In the release position, the slide valve 15 rcestablishes the main reservoir connection with the brake valve 3 through passage 70, so that the brake pipe is recharged from the brake valve to effect the release of the brakes. The equalizing reservoir is also recharged from the brake valve 3 through pipe 78, passage 79, cavity 80, and passage 59, and fluid in the reduction reservoir 65 ventin is vented to the atmosphere through pipe 66, passage 67, cavity 103, and exhaust port 102.

When the train enters a medium speed zone, or while progressing is permitted to increase its speed to the medium speed limit, the track circuits operate 50 as to energize the magnet 38 While magnet .35 remains deenergized.

Under the above conditions, the piston chamber 20 of the change speed valve de vice remains vented to the atmosphere through magnet valve 36 as before described, but the magnet valve 39 being now closed, the venting of fluid from piston chamber 19 is cut ed, and main reservoir pressure flows to said piston chamber through passage 11'3, past valve 40 to passage 88, and thence through cavity 87 in slide valve 15 to passage 86.

The equalization of the main reservoir pressure on opposite sides of piston 17, with the piston 18 subject to atmospheric pressure in chamber 20, causes the movement of the change speed valve device to medium drawings.

In this position, piston chamber 13 of speed position, as shown in Fig. 4 of the theapplication valve device is vented to the atmosphere through passage 109, cavity 114 in slide valve 22, and passage 115, leading to the medium speed release valve 33, which is now open, so that any unintended movement of the application valve from release position is prevented.

If the speed of the train should increase, the low speed lap and application valves 27 and 28 are first opened, but since the passages 97 and are now blanked by the slide valve 22, no action takes place. A furthen increase in train speed causes the medium speed "release valve 33 to close and then the valves 29 and 30 are successively opened." The opening of medium speed application valve 30 operates to vent piston chamber 11 to the atmosphere, through passage 93, cavity 117 in slide valve 22, and passage 118. This causes movement of the application valve 15 to application position to effect an application of the brakes as described in connection with the low speed operation.

The movement of slide valve 15 to application position also opens a connection for fluid from piston chamber '11. throng passage 93, cavity 96 in slide valve 15, passage 111, cavity 119 in slide valve 22, and passage 120, leading to the open medium speed lap valve 29.

Atmospheric connection of piston chamber 20 of the change speed valve device by way of magnet valve 39 is cut 011' by the movement of slide valve 15, but is reestablished through passage 81, passage 82, cavity 98 in slide valve 22, passage 100, and cavity 101 in slide valve 15, to exhaust port 102. Thus the flow of fluid through 'feed groove 92 past the piston head 18 is prevented from building up the pressure in piston chamber 20 andthe consequent possible movement of the change speed valve to the high speed position is also prevented.

As the speed of the train decreases due to the application of the brakes, when the speed had been reduced to or slightly below the medium speed limit, the medium speed application valve 30 first closes, but as the piston chamber 11 is still vented to the atmosphereby way of the medium speed lap valve 29, no action takes place.

A further decrease in train speed to a'predetermined degree below the medium speed limit causes the governor balls to operate plate 25, so as to permit the medium speed lap valve '29 to close, which permits the equalization of fluid pressure into piston chamber 11 through feed port 68, so that the application valve 15 is shifted to lap position. As the speed continues to fall, the medium speed release'valve 33 is opened, so that piston chamber 13 is .vented to the atmosphere through passage 109, cavity 114 in slide valve 22, and passage 115.

The brake application valve device is then automatically shifted to release position, so as to effect the release of the brakes, as hereinbefore described.

When the high speed limit is permissible, the track circuits are adapted to energize both the magnets 35 and 38. The energization of magnet 38 causes the valve 39 to close and valve -10 to open, permitting main reservoir fluid to flow to piston chamber 19 as before described;

The energizati on of magnet 35 causes valve 36 to close and valve 37 to open, so that fluid under pressure is supplied to. piston chamber 20 through passage 113, past valve 37 to passage 84, cavity 83 in slide valve 15,

and passages 82 and 81. The fluid pressure on opposite sides of piston heads 17 and 18 being thus equalized, the change speed valve parts are shifted to the neutral or high speed position by the action of the sprin stops and 121, as shown in Fig. 5 of the drawings.

In the high speed position, the passages to the low and medium speed valves 27, 28, 29, and 30 are blanked by slide valve 22 as, well as the passage leading to the medium speed release valve 30, so that as the train speed increases above the low and the medium speed limits, the movement of the above valves causes no action.

The change speed valve 22 in high speed position permits-piston chamber 13 to be vented to the atmosphere through passage 109, cavity 122 in slide valve 22, and passage 123, to the high speed release valve 34, so that the application valve parts will be normally maintained in release position.

As the train speed approaches the high speed limit, the high speed release valve 34; closes, then the high speed lap valve 31 is opened, and finally at the high speed limit, the high speed application valve 32 is opened.

The opening of valve 32 operates to vent fluid from piston chamber 11, through the branched passage 93, which leads to the valve 32, so that the application slide valve 15 is shifted to application position to effect an application of the brakes, in the same manner as hereinbefore described.

When the train speed has been reduced by the brake application, below the high speed limit, the valve 32 closes without causing any action, and then the high speed lap valve 31 closes, so that fluid pressure can build up in piston chamber 11 and cause the movement of the application valve parts to lap position.

A further decrease in speed causes the high speed release valve 34 to open, so that fluid is vented from piston chamber 13, as before described, to effect the movement of the application valve device to release position.

By providing the lap valves 27, 29, and 31, the application valve device is held in application position for a definite period of time to insure that the desired brake pipe reduction will occur, and then the app ication valve device is held in lap position for a time, while the brake pipe is permitted to equalize with the equalizing reservoir, so that a further reduction in brake pipe pressure by operation of the equalizing discharge valve mechanism will be prevented, and finally the brakes are automatically released, thus making the automatic operation correspond with that obtained by the proper manipulation of the brake valve, in the ordinary running of a train, so that shocks and possible parting of the train are prevented.

It will be noted that the control magnets operate on the normally closed circuit principle, so that in case of'failure of current or magnet circuit, the apparatus will automatically assume the low speed position and thus act on the side of safety.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a train speed control apparatus, the combination with a brake application valve device, of a plurality of valves adapted to be operated at difl'erent predetermined train speeds for effecting the operation of said application valve device and a change speed valve device having positions for operatively connecting a corresponding valve to said application valve device.

2. In a train speed control apparatus, the

combination with a brake application valve l device, of a speed governed device, a plurality of valves adapted to be operated by said device at different predetermined train speeds, a change speed valve device having positions for operatively connecting a corresponding valve with said application valve device, and means controlled from the track for effecting the movement of said change speed valve device to one of its positions according to the speed at which the train is permitted to run. p

3. In a train speed control apparatus, the combination with a brake applicationvalve device, of means operated at a predetermined train speed for effecting the movement of said application valve deviceto apply the brakes and adapted to continue the brake application until the train speed has been reduced to a point below said predetermined train speed.

l. in a train speed control apparatus, the combination with a valve device operated by variations in fluid pressure for etfecting an application of the brakes, of valves for varying the fluid pressure on said valve device and a train speed controlled device operated at a predetermined train speed for opening said valves to vary the fluid pressure on said valve device and adapted upon a reduction in train speed to permit one valve to close and upon a further reduction in train speed to permit the other valve to close.

5. In a train speed control apparatus, the combination with a valve device operated by variations in fluid pressure for effecting an application of the brakes, of valves for varying the fluid pressure on said valve device, communication, through which one valve varies the fluid pressure, being opened by the movement of said valve device to application position, and a train speed controlled device for operating said valves.

6. In a train speed control apparatus, the

combination with a brake application valve device, of a valve adapted to be operated at a predetermined train speed for efi'ecting the movement of said application valve device to brake application position anda lap valve adapted to-be operated at a predetermined lower train speed for effecting the movement of said application valve device to lap position.

7. In a train speed control apparatus, the combination with a brake application valve device, of avalve adapted to be operated at a predetermined train speed for ett'ecting the movement of said application valve device to brake application position, a lap valve adapted to be operated at a predetermined train speed for effecting the movement of said application valve device to lap position, and a release valve adapted to be operated at a still lower predetermined train speed for effecting the movement of sa d application valve device to release position.

, the i 8. In a train speed controlapparatus, the combination with adevice operated accord ing to the speed of the train, of a valve operated by said device at a predetermined train speed for effecting an application of the brakes,a valve ope'ated at a lower predetermined train speed for preventing a further application of the brakes, and a valve operated at a still lower train speed for efi'ecting the release of the brakes.

9. In a train speed control apparatus, the combination with a brake pipe and an application *alve device for causing a reduction in brake. pipeipressure to efiect an application of the brakes, of a valve adapted to be operated at a predetermined train speed for effecting the operation of said application valve device to produce a reduction in brake pipe pressure and a lap valve adapted to be operated at a predetern'iined lower train speed for preventing a further reduction in brake pipe pressure.

10. In atrain speed control apparatus.

the combination with a brake pipe, an equalizing reservoir, an equalizing discharge valve mechanism operated according to the opposing pressures of the equalizing reservoir and the b 'ake pipe for effecting a reduction in brake pipe pressure, of an application valve device having one position for venting fluid from the equalizing reservoir and another position for connecting the brake pipe to said reservoir.

11. In a train speed control apparatus, the combination with a brake application valve device, of a plurality of valves for effooting the operation of said valve device, a train speed controlled governor adapted to successively operate said valves as the train speed is increased, and means for opcratiwlv connecting one of said valves to said valve device, correspondingwith the permissible train speed. i

12. In a train speed control apparatus, the combination with a brake application valve device and a train speed controlled mechanism foreffecting theoperation of said valve.- device, of a change speed valve device having positions for defining the operating train speed of the apparatus and magnet controlled valves for effecting the operation of said change speed valve device.

13. In a train speed control apparatus, the combination with a change speed valve device having three speed positions and two magnet controlled valves adapted upon deencrgization of both magnets to. effect the movement of'said valve device to one position. upon energization of one magnet. to another position, and upon energization of other magnet, to the third position.

l t. In a train speed control apparatus. the combination with a changeflspeed valve device having a low, an intermediate. and a high speed position and two magnet con trolled valves adapted upon deenergiz'ation of both magnets to eflect the movement of said valve device to low speed position and upon energization of one of the magnets to one of the other positions.

15. In a train speed controlled apparatus, the combination with an application valve device, of a valve adapted to be operated at a predetermined train speed for varying the fluid pressure on said valve device to eifect the movement of same to brake application position and a lap lve adapted to be operated at a predetermined lower train speed for varying the pressure on said valve device to effect the movement of same from brake application position, and adapted to be operatively connected to said valve device upon movement of said valve device to brake application position.

16. In a-train speed control apparatus, the combination with an application valve device, of a valve adapted to be operated at a predetermined train speed for venting fluid from said valve device to effect the movement of same to brake application posi tion and a lap valve adapted to be connected to said valve device upon movement to application position for also venting fluid from said valve device and operated at a predetermined lower train speed for cutting off the venting of fluid from said valve device.

17. In a train speed control apparatus,

the combination with an application valve device, of a valve operated upon a predetermined increase in train ,speed for elfecting the operation of said valve device to apply the brakes and a release valve operated upon a predetermined reduction in train speed for eP'l'ectim'g the operation of said application valve device to release the brakes.

18. In a train speed control apparatus, the combination with an application valve device for controlling the a )plication of the brakes and means operate at a predetermined train speed for effecting the operation of said valve device to apply the brakes, of a manually operated release valve for effecting the operation of said valve device to release the brakes.

19. In a train speed control apparatus, the combination with an application valve device and means for effecting the operation of said valve device to apply the brakes at different predetermined train speeds, of a manually operated release valve for effecting the operation of said valve device to release the train brakes at one train speed and an automatically operated release valve adapted to effect the operation of said valve device to release the brakes at another predetermined train speed.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. 

